Toroidal engine

ABSTRACT

A toroidal engine that can be powered by a fuel/air mixture or by a compressed gas source. The toroidal engine uses one-way bearings to transfer torque generated in a toroidal chamber directly to a drive shaft. Pairs of pistons are mounted on two crank assemblies, which are concentric with the drive shaft. One-way bearings allow the crank assemblies to turn, one at a time, in one direction only. The crank assemblies are directly coupled to the drive shaft, which eliminates the need for complex gear and linkage arrangements. A system can be used with the toroidal engine to alternately stop the crank assemblies at a pre-determined position and to time the ignition of the engine.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of priority of U.S. ProvisionalPatent Application No. 61/301,436 filed Feb. 4, 2010, which isincorporated herein by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates generally to internal combustion engines.More particularly, the present invention relates to internal combustionengines having a toroidal cylinder. The present invention also relatesto pneumatic engines having a toroidal cylinder.

BACKGROUND OF THE INVENTION

Conventional internal combustion engines comprising reciprocatingpistons connected to a crank shaft are known. Such engines areinefficient in terms of transferring force applied to the pistons, bythe exploding fuel, to the crank shaft. FIG. 1 shows a cross-section ofa prior art internal combustion engine that converts a linear force ofexpansion (F) into rotational work on the crank shaft. The torque (T) onthe crank shaft produced by a force F pushing on a piston connected to acrank shaft of radius r, which can also be referred to as the crankoffset, can be written as:

T=rF(θ)≅rF sin (θ)   (Equation 1)

Equation 1 shows us that the presence of the angle theta θ between theforce ‘F’ and the radius ‘r’ reduces the output torque by a factor ofsin(θ) and, as such, makes for low force transfer at small angles. Aswill be understood by the skilled worker, the component of force thattransmits torque is only approximately a function of sinθ due to thekinematics of the crank-slider and due to losses in the crank, piston,and connecting rod.

Internal combustion engines having toroidal chambers with piston pairsformed therein are also known. The pistons can be coupled to a driveshaft through complex arrangements of gears and linkages, or throughclutch mechanisms. Although these engines are smaller in size thancomparable conventional combustion engines with equivalent displacement,their gear and linkages arrangement are still relatively bulky withrespect to their toroidal chambers. Timing mechanisms to time the fuelignition for such toroidal combustion engines can include electricaltiming mechanism and/or mechanical timing mechanisms. Such timingmechanisms typically require that the movement of many parts besynchronized, which can negatively impact the manufacturing andmaintenance costs of the engines.

Therefore, improvements in toroidal internal combustion engines aredesirable.

SUMMARY OF THE INVENTION

It is an object of the present invention to obviate or mitigate at leastone disadvantage of previous reciprocating and toroidal engines.

In a first aspect, the present invention provides a toroidal internalcombustion engine that comprises: a first crank assembly having firstpistons secured thereto, the first crank assembly further having formedthereon a first interference structure; a second crank assembly havingsecond pistons secured thereto, the second crank assembly having formedthereon a second interference structure; a housing to house the firstcrank assembly and the second crank assembly, the toroidal chamber beingdefined by the housing, the first crank assembly and the second crankassembly, each of the first pistons being interposed between a pair ofsecond pistons to define variable volume compartments in the toroidalchamber, one of the variable volume compartments being a combustioncompartment; a drive shaft, the first crank assembly and the secondcrank assembly being operationally coupled to the drive shaft toalternately turn the drive shaft in a pre-determined direction, thehousing being operationally coupled to the first crank assembly and tothe second crank assembly to prevent the first crank assembly and thesecond crank assembly from rotating in a direction opposite thepre-determined direction; and a system to alternately stop a rotation ofthe first crank assembly upon one of the first pistons being in apre-determined position and a rotation of the second crank assembly uponone of the second pistons being in the pre-determined position, thesystem having a first member and a second member to interfererespectively with the first interference structure and the secondinterference structure, the first member to temporarily stop the firstcrank assembly in the pre-determined position upon the first memberinterfering with the first interference structure, the second member totemporarily stop the second crank assembly in the pre-determinedposition upon the second member interfering with the second interferencestructure, the system further having an electrical circuit operationallyconnected to the first member and to the second member, the electricalcircuit to generate an ignition signal to ignite a fuel mixture presentin the combustion compartment in accordance with one of an interferenceof the first member with the first interference structure and aninterference of the second member with the second interference structurerespectively.

In a second aspect of the present invention, there is provided An enginethat comprises: a toroidal chamber; an energy supply connected to thetoroidal chamber; a drive shaft; a first crank assembly having firstpair of pistons and a first interference structure; a second crankassembly having a second pair of pistons and a second interferencestructure, the first crank assembly and the second crank assembly beingarranged about the drive shaft, the first pair of pistons and the secondpair of pistons being interposed between each other to form variablevolume compartments, the first crank assembly and the second crankassembly being rotatable substantially only in a single rotationdirection; first coupling means for transmitting torque from the firstcrank assembly directly to the drive shaft, to rotate the drive shaft inthe rotation direction; first backstopping means to immobilize thesecond crank assembly, with respect to the casing, when the firstcoupling means transmits torque from the first crank assembly to thedrive shaft; second coupling means for transmitting torque from thesecond crank assembly directly to the drive shaft to rotate the driveshaft in the rotation direction; second backstopping means to immobilizethe first crank assembly, with respect to the casing, when the secondcoupling means transmits torque from the second crank assembly to thedrive shaft; and a system to alternately stop a rotation of the firstcrank assembly upon the first pistons being in a pre-determined positionand a rotation of the second crank assembly upon the second pistonsbeing in the pre-determined position, the system having a first memberand a second member to interfere respectively with the firstinterference structure and the second interference structure, the firstmember to temporarily stop the first crank assembly at thepre-determined position upon the first member interfering with the firstinterference structure, the second member to temporarily stop the secondcrank assembly at the pre-determined position upon the second memberinterfering with the second interference structure, the system furtherhaving an electrical circuit operationally connected to first member andto the second member, to generate an actuation signal to actuate adelivery of energy from the energy supply to one variable volumecompartment in accordance with one of an interference of the firstmember with the first interference structure and an interference of thesecond member with the second interference structure respectively.

Other aspects and features of the present invention will become apparentto those ordinarily skilled in the art upon review of the followingdescription of specific embodiments of the invention in conjunction withthe accompanying figures.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described, by way ofexample only, with reference to the attached Figures, wherein:

FIG. 1 shows a prior art internal combustion engine;

FIG. 2 shows an exploded view of an embodiment of a toroidal engine ofthe present invention;

FIG. 3 shows a front view of components of an embodiment of the toroidalengine of the present invention;

FIG. 4 shows a side cross-sectional view of an embodiment of thetoroidal engine of the present invention;

FIGS. 5A-5F show various stages of torque transfer in an embodiment ofthe toroidal engine of the present invention;

FIGS. 5G-5I shows an alternate embodiment of the toroidal engine of thepresent invention;

FIG. 6 shows an expansion force being applied on a piston of anembodiment of the toroidal engine of the present invention;

FIG. 7 shows a comparison of an ideal simplified model of the torquebetween a reciprocating internal combustion engine and an embodiment ofthe toroidal engine of the present invention;

FIGS. 8 and 9 show examples of one-way bearings that can be used in anembodiment of the toroidal engine of the present invention;

FIG. 10 show an embodiment of a piston for an embodiment of the toroidalengine of the present invention;

FIGS. 11A-11C show another embodiment of a piston for an embodiment ofthe toroidal engine of the present invention;

FIGS. 12A-12C show another embodiment, and portions thereof, of thetoroidal engine of the present invention;

FIG. 13 shows a block diagram representing a toroidalengine of thepresent invention with a system to alternately stop the cranks and timethe ignition;

FIGS. 14A-14C show a ring with interference structures formed thereon;

FIGS. 15A-15D show yet another embodiment, and portions thereof, of thetoroidal engine of the present invention;

FIG. 16 shows a side cross-sectional view of a mechanical assembly usedin an embodiment of the present invention;

FIG. 17 shows a block diagram of an example of a system that can be usedin embodiments of the present invention; and

FIG. 18 shows an embodiment of an electrical circuit that can be used inembodiments of the present invention.

DETAILED DESCRIPTION

Generally, the present invention provides a toroidal engine. Thetoroidal engine can be a toroidal internal combustion engine powered bya fuel/air mixture, or a toroidal pneumatic engine powered by acompressed gas source. The toroidal engine, whether powered by afuel/air mixture or by a compressed gas, uses one-way bearings totransfer torque generated in a toroidal chamber directly to a driveshaft. Pairs of pistons are mounted on two crank assemblies, which areconcentric with the drive shaft. One-way bearing assemblies allow thecrank assemblies to turn, one at a time, in one direction only and tolatch onto the drive shaft to turn the drive shaft. The crank assembliesare directly coupled to the drive shaft, which eliminates the need forcomplex gear and linkage arrangements. The present invention furtherprovides, for the toroidal engine powered by a fuel/air mixture, amechanical fuel ignition timing mechanism, and, for the toroidal enginepowered by a compressed gas source, an air injection timing mechanism.

FIG. 2 shows an exploded view of components comprised in an exemplaryembodiment of a toroidal internal combustion engine of the presentinvention. The toroidal internal combustion engine can also be referredto as a Rotational Impact Internal Combustion Engine (RIICE). FIG. 2shows two cranks 100 a and 100 b, each crank having secured thereto twodiametrically disposed pistons 102 a and 102 b respectively. Each crank(100 a, 100 b) and its respective pistons (102 a, 102 b) can be referredto as a crank assembly. Each piston 102 a is interposed between twopistons 102 b and, each piston 102 b is interposed between two pistons102 a. Each crank can include an impact ring 112 that prevents thepistons 102 a from hitting the pistons 102 b. The impact rings aredesigned to prevent damage to the pistons and to promote energy transferbetween them during start up as well as to transfer kinetic energybetween the cranks when the engine is in operation. In the presentexample, each impact ring 112 has a pair of wedge-shaped protrusions113, each protrusion having an angular width larger than that of thepistons, to prevent the pistons 102 a from directly impacting thepistons 102 b. Each impact ring 112 can be secured to its respectivecrank through any suitable means such as, for example, fasteners.

The pistons 102 a and 102 b can be secured to their respective cranks100 a and 100 b by screws or any other suitable fasteners. Although eachcrank (100 a, 100 b) in the exemplary embodiment on FIG. 2 is shown ashaving two pistons (102 a, 102 b), any suitable number of pistonssecured to each crank is also within the scope of the present invention.Also shown at FIG. 2 is a drive shaft 104 and indexing one-way bearings106 a and 106 b. The indexing one-way bearings 106 a and 106 b, whichcan also be referred to as driving one-way bearings, are disposed overthe drive shaft 104. Sleeves 108 a and 108 b are disposed over, andfixedly secured to, respective indexing one-way bearings 106 a and 106b. Backstopping one-way bearings 110 a and 110 b are disposed overrespective sleeves 108 a and 108 b. The backstopping one-way bearings110 a and 110 b fit in holes 114 defined in pillow block 116 a and 116b, and are fixedly secured to their respective pillow block, which canalso be referred to as a bearing housing. The sleeve 108 a and 108 b fitin bores 111, which can also be referred to as circular bores or holes,defined in each crank 100 a and 100 b. The impact rings 112 each have abore 111′. The drive shaft 104 extends through the bores 111 and 111′.

Each crank 100 a and 100 b is fixedly secured to respective sleeves 108a and 108 b through any suitable means such as, for example, keyways,interference fit, press-fit, etc. The bores 111′ in the impact rings 112is for clearance around the drive shaft 104. The bores 111′ are smallerthan the bores 111 in the cranks, but larger than the diameter of thedrive shaft 104. Therefore, the impact rings 112 can also act as ashoulder on their respective crank to hold the sleeves axially, as thesleeves are tightened inwards by pillow blocks. Although not shown atFIG. 2, there can be thrust bearings between the sleeves and the pillowblocks and between the two impact rings. These thrust bearings can carrythe thrust load produced by the axial tension on the pillow blocks. Theexemplary toroidal internal combustion engine of FIG. 2 can be securedto any suitable framework through mounts (not shown). The pillow blocks116 a and 116 b can also be used to house external radial ball bearings.These radial ball bearings take the radial load applied to the indexingand backstopping one-way bearings and they keep the drive shaft truewith respect to the cranks and one-way bearings.

FIG. 3 shows an end view of the pillow block 116 b. FIG. 4 shows across-sectional view of the toroidal internal combustion engine of FIG.2 with a front casing 118 and a back casing 120 disposed over respectivecranks 100 b and 100 a. Also shown at FIG. 4 is an inner seal 124, anouter seal 122, and a radial ball bearing 126. The cranks 100 a and 100b, the front casing 118 and the back casing 120 define a toroidalchamber in which the pistons 102 a and 102 b can rotate about the driveshaft 104. The front casing 118, the back casing 120 can be said to formthe housing of the exemplary internal combustion engine shown at FIGS.2-4. The pillow blocks 116 a and 116 b can be fixedly secured, forexample, through any suitable fasteners, to the housing. Although theexemplary internal combustion engine of FIGS. 2-4 are shown as havingtwo sleeves per crank assembly, any suitable number of sleeves can beused without departing from the scope of the present invention.

The backstopping one-way bearings 110 a and 110 b have their outsideperimeter fixedly secured to their respective pillow blocks 116 a and116 b. That is, the outside race structure of the backstopping one-waybearings 110 a and 110 b are fixedly secured to their respective pillowblocks 116 a and 116 b. This can be achieved, for example, bypress-fitting the backstopping one-way bearings into their respectivepillow blocks. The inside perimeter of the backstopping one-way bearings110 a and 110 b includes rollers that contact the outer perimeter oftheir respective sleeves 108 a and 108 b to allow their respectivesleeves 108 a and 108 b, and their respective cranks 100 a and 100 b, torotate in one and the same direction only (e.g., counterclockwisedirection), and to prevent rotation in the opposite direction (e.g.,clockwise direction). The indexing one-way bearings 106 a and 106 b (thedriving one-way bearings) have their outside perimeter fixedly securedto the inner perimeter of their respective sleeves 108 a and 108 b. Thatis, the outside race structure of the indexing one-way bearings 106 aand 106 b are fixedly secured to the inner perimeter of their respectivesleeves 108 a and 108 b. This can be achieved, for example, bypress-fitting the indexing one-way bearings 106 a and 106 b into theirrespective sleeves. The inside perimeter of the indexing one-waybearings 106 a and 106 b includes rollers that contact the drive shaft104 and can latch onto the drive shaft 104 when their respective sleeves108 a and 108 b rotate in the rotation direction allowed by thebackstopping one-way bearings 110 a and 110 b (e.g., counterclockwisedirection, as shown at FIG. 3). The inside perimeter of the indexingone-way bearing 106 a and 106 b allow the drive shaft 104 to rotate whentheir respective sleeves 108 a and 108 b are immobile with respect totheir respective pillow blocks 116 a and 116 b, i.e., with respect tothe housing of the internal combustion engine.

As shown at FIG. 4, the backstopping bearings 110 a and 110 b overlap,at least partially, one of the indexing one-way bearings 106 a and 106 brespectively. This allows for an internal combustion engine with smallerdimensions. Further, also as shown at FIG. 4, each crank 100 a and 100 b(crank assembly 100 a/102 a, crank assembly 100 b/102 b) overlaps, atleast partially, one of the indexing one-way bearings 106 a and 106 brespectively. This also allows for an internal combustion engine withsmaller dimensions.

FIGS. 5A-5F show how the toroidal internal combustion engine exemplaryembodiment of FIGS. 2-4 functions. As shown at FIG. 5C, the toroidalchamber has four variable volume compartments 1, 2, 3, and 4, each suchcompartment being comprised between adjacent pairs of pistons. FIG. 5Ashows the toroidal chamber 127. Pistons 102 a are secured to crank 100a, pistons 102 b are secured to crank 100 b. At FIG. 5A, a compressedfuel/air mixture 128, present in a section of the toroidal chamber 127and comprised between the topmost pistons 102 a and 102 b, is ignited bya spark unit 130, which can also be referred to as an ignition unit,which can include, for example, a spark plug. The section of thetoroidal chamber 127 comprised between the topmost pistons 102 a and 102b, that is the section of the toroidal chamber in which the fuel/airmixture is ignited and combusts, can be referred to as the combustioncompartment. At FIG. 5A, the topmost piston 102 a can be referred to asthe back piston, and the topmost piston 102 b can be referred to as thefront piston. The spark unit 130 can be secured to an opening defined,for example, in the front casing 118 or the back casing 120. As such,the spark unit 130 can ignite the fuel/air mixture 128 present in thecombustion compartment. The explosion of the fuel/air mixture 128 causesa force to develop between the topmost pistons 102 a and 102 b.

The backstopping one-way bearing 110 a (FIGS. 2-4) disposed between thesleeve 108 a, to which the crank 100 a is fixedly secured, and itsrespective pillow block 116 a, prevents the crank 100 a and its pistons102 a from rotating in one direction (clockwise direction in FIG. 4)upon action of the aforementioned force. However, pistons 102 b and thecrank 100 b to which they are secured are allowed to rotate in theopposite direction (counterclockwise direction in FIG. 4) upon action ofthe force. The indexing one-way bearings 106 b disposed between thedrive shaft 104 and the sleeve 108 b, to which the crank 100 b carryingthe pistons 102 b is fixedly secured, engage the drive shaft 104 uponthe pistons 102 b being subjected to the aforementioned force, andthereby transmit torque produced by the force generated in the toroidalchamber to the drive shaft 104.

FIG. 5B shows, at reference numeral 132, the expansion of the explodedfuel/air mixture. That is, the variable volume compartment (combustioncompartment) defined in the toroidal chamber, between the two topmostpistons of FIG. 5A (102 b, 102 a), is shown, at FIG. 5B, as expandedrelative to its configuration of FIG. 5A. FIG. 5C shows, at referencenumeral 134, how the combustion products resulting from a fuel/airmixture ignition having occurred immediately before that shown at FIG.5A are evacuated through an exhaust aperture 136. FIG. 5D shows, how afresh fuel/air mixture is drawn into the toroidal chamber 127 through anintake aperture 140. FIG. 5E shows, at reference numeral 142, how afresh fuel/air mixture inserted into the toroidal chamber through intake140, during the previous internal combustion cycle is compressed. Eachstep of the internal combustion cycle (expansion, exhaust, intake, andcompression) depicted at FIGS. 5B to 5E occur simultaneously.

Upon compression of the fresh fuel/air mixture at 142 (FIG. 5E),pressure will build up being the topmost piston 102 b and the topmostpiston 102 a will move in the counterclockwise direction beyond thespark unit 130. This is shown at FIG. 5F. At that point, ignition of thefresh fuel/air mixture occurs and the process shown at FIGS. 5B-5Erepeats.

In the example shown at FIGS. 5A-5F, one set of pistons can rotateapproximately 170° during one cycle, while the other set can rotateabout 10°. FIGS. 5A-5F shows that the piston 102 b with the black dothas rotated 170° while the pistons 102 a have rotated 10°. Thus, in theexample illustrated at FIGS. 5A-5F, for one piston to complete one fullrevolution it will require four cycles, i.e., four ignitions.

The toroidal internal combustion engine embodiment of the presenttoroidal engine invention can be powered by any suitable fuel. Forexample, the toroidal internal combustion engine embodiment, as shown inthe embodiment of FIGS. 5A-5F, could be powered by, gasoline, ethanol,hydrogen or any other appropriate fuel that can be provided to theengine though the intake 140. Alternatively, the exemplary toroidalengine of FIGS. 5A-5F could be adapted to be powered by diesel fuelthrough simple modifications including, for example, replacing the sparkunit 130 with a diesel fuel injector and providing a glow plug to warmthe combustion chamber and providing air through the intake 136.

Although the present invention has been thus far described in relationto toroidal internal combustion engine embodiments, the skilled workerwill appreciate that replacing the spark unit 130 with a compressed gassource would enable the present invention to function as a toroidalpneumatic engine. In such toroidal pneumatic engine embodiments, theexhaust port 136 of FIG. 5C would still be functional, allowinglow-pressure air to exhaust to atmosphere after each impulse of air. Theintake port 140 would draw air in from the atmosphere to be compressedduring the compression stroke as described above. Such compressed airwould facilitate the rotation of the back piston of the previous cycle,now the forward piston, into the “ignition” position (compressed gasintake position in the toroidal pneumatic engine embodiment). FIGS.5G-5I show another embodiment of a toroid pneumatic engine 898 that hastwo exhaust ports 900 and two compressed air inputs 902. The compressedair inputs provide compressed air to the toroid engine 898 in accordancewith a respective valve 904 (e.g., a solenoid valve), which can beopened and closed by a controller.

FIG. 6 and FIG. 7 show the advantage, in terms of torque, of thetoroidal internal combustion engine embodiment of the present toroidalengine invention over conventional internal combustion engines such asthe one shown at FIG. 1. At FIG. 6, the expansion force caused by theignition of the fuel/air mixture is always substantially perpendicularto the piston. As such, equation 1 becomes, for the present example ofthe toroidal internal combustion engine of the present invention:

T=rF   (Equation 2)

Thus, for the toroidal internal combustion engine of the presentinvention, the torque is constant throughout the entire length of thestroke (about 170° in the present embodiment). This advantage isgraphically represented at FIG. 7, which compares the torques of aconventional internal combustion engine (half sine wave-reciprocating ICengine) to the toroidal internal combustion engine of the presentinvention (straight line—toroidal internal combustion engine of thepresent invention, as exemplified at FIGS. 5A-5F) over a full strokelength. FIG. 7 does not take into account frictional losses orthermodynamic cycle.

As described above, indexing one-way bearings (driving one-way bearings)and backstopping bearings can be used in toroidal internal combustionengine and toroidal pneumatic engine embodiments of the presentinvention. One-way bearings, work on the principle of opposite relativemotion. If no opposite motion exists between a drive shaft and ahousing, the one-way bearing is overrunning and does not transmittorque, either from the drive shaft to the housing or from the housingto the drive shaft. With respect to FIG. 8 and FIG. 9, obtained fromTorrington Service Catalogue (2001), when opposite relative motion existbetween the shaft (drive shaft) and housing, the one-way bearing latchesto the drive shaft and begins transmitting torque between the driveshaft and the housing. The one-way bearings used in the toroidal engineof the present invention is such that the one-way bearings (thebackstopping bearings 110 a and 110 b, and the indexing one-way bearings106 a and 106 b) do not have an inner race. The rollers of the indexingone-way bearings 106 a and 106 b roll directly on the drive shaft 104,with a cage keeping the rollers in place with respect to the outer race,which can also be referred to as the outer race structure, it is fixedlysecured to the inner perimeter of the respective sleeves 108 a and 108b. FIG. 9 shows that the outer race of the one-way bearings includes aseries of ramps located over each roller. When opposite relative motionis applied either to the shaft or housing, the rollers climb theirrespective ramp and eliminate any clearance that existed between theshaft, rollers and housing. Without any clearance, the rollers can nolong rotate, thereby forming a solid link between the shaft and housing.This type of one-way bearing can require a hardened and precisely groundshaft to prevent substantial damage to the shaft and to the bearing.

As described above, one-way bearings serve two fundamental functions inthe toroidal engine of the present invention. First, in the case of thetoroidal internal combustion engine, during the ignition and expansioncycle, the backstopping one-way bearings (e.g., 110 a, which has itsrollers in direct physical contact with the outer perimeter of thesleeve 108 a and its outer race structure fixedly secured to the pillowblock 116 a), prevent the reverse rotation of the back piston (e.g., 102a). As the expanding combusting fuel/air mixture fills the space betweenthe topmost pistons 102 a and 102 b shown at FIG. 5B the forward piston(102 b) is pushed forward while the back piston is restrained by thebackstopping one-way bearing (110 a). As described previously, thepistons 102 a and the pistons 102 b are fixedly secured to separatecranks 100 a and 100 b respectively. Each crank and piston assembly,which can be referred to as a crank assembly, rotates at separate timeintervals with relative motion between the two crank assemblies. Thatis, the two crank assemblies (100 a and 102 a, 100 b and 102 b) shown inthe example of FIG. 2, rotate intermittently. The two pistons on eachcrank rotate with their respective crank and there is no relative motionbetween the pistons located on the same crank.

The second function of the one-way bearings is to transmit the torquegenerated in the toroidal chamber 127 shown at FIG. 5A. As describedabove, the force of expansion on the pistons (102 a, 102 b) appliestorque to the drive shaft 104. Since the mechanism goes throughdifferent cycles, the cranks 100 a and 100 b transmit torque to theshaft intermittently through the indexing one-way bearings 106 a and 106b. Exemplary embodiments of the internal combustion engine of thepresent invention is such that the individual cranks 100 a and 100 bapply torque to the drive shaft 104 separately, at different times.Indexing one-way bearings 106 a and 106 b are used to apply torque tothe drive shaft 104, yet still allowing the drive shaft 104 to continueits rotation when no torque is applied.

As will be understood by the skilled worker, the torque output of aone-way bearing will generally depend on: (a) the manufacturingtolerances; (b) the hardness of the rollers; and, (c) the diameter ofthe bearing. The diameter of the bearing limits the diameter of therollers, and the number of rollers. Larger diameter rollers can carrylarger loads, and the number of rollers increases the load capacity ofthe one-way bearing linearly. Generally, a value of the maximum torquecapacity relative to the diameter of the bearing can be expressed asT=aD^(x); where “T” is the maximum torque capacity; “a” is a constant;“D” is the diameter of the one-way bearing; and “x” is a variable whichdepends on the manufacturer and specific bearing. Typically, “x” willrange between 2 and 3. Therefore, for Ni indexing and Nb backstoppingone-way bearings having the same “a” and “x” values, the ratio of thebackstopping (Db) to the indexing (Di) one-way bearing diameters thatwill have matched torque values can be expressed as Db/Di=(Ni/Nb)^(1/x)where Ni is the number of indexing bearings and Nb is the number ofbackstopping bearings.

The toroidal internal combustion engine of the present invention hasbeen described so far as comprising one-way bearings (backstoppingone-way bearings and indexing (or driving) one-way bearings). However,the scope of the present invention also encompasses freewheelmechanisms, ratchet mechanisms, sprag clutch mechanisms, freewheelclutches, overrunning clutches, electromagnetic clutches, needle clutchroller bearing mechanisms, one-way locking roller bearing mechanisms,one-way needle bearing mechanisms, coaster brake mechanism, and frictionplate mechanisms, that can be used instead of, or in addition to, theone-way bearing mechanisms described above.

In the toroidal internal combustion engine embodiment, each piston (102a and 102 b) is designed to transfer the energy supplied by theexpanding combusting fuel/air mixture to the cranks 100 a and 100 b.Additionally, each piston is designed to transfer energy from the cranksto compress the fresh air/ fuel prior to combustion.

The pistons 102 a and 102 b can have any suitable shape withoutdeparting from the scope of the present invention. For example, circularface pistons can be used. Advantageously, such circular face pistonsprovide the largest area with the smallest perimeter. The circular facepistons can be monolithic, or compound, and have a radial cross-sectionthat is circular throughout the piston. Such pistons have a shape whichis substantially that of a segment of toroid and can be referred to astoroid pistons. An example of such a piston 400 is shown at FIG. 10.Alternatively, the circular face pistons can be a compound pistons madeof a number of parts that include two discs (the two circular faces ofthe pistons), connected by a middle portion of arbitrary radialcross-section. For example, with respect to FIGS. 11A, 11B, and 11C,which show a compound piston 401, two such circular piston faces 402 and404 can be connected by a beveled portion 406 of a circular cylinder.The circular pistons faces can be secured to the beveled portion 406through any suitable fastener. Advantageously, such compound pistons canbe easier to manufacture than the aforementioned pistons that havecircular radial cross-section throughout. The pistons 400 and 401 can bemade of any suitable material, including, for example, aluminum alloyswith high silicon additions such as 4032 or little silicon such as 2618.Aluminum can be advantageous because of its strength-to-weight ratio andrelatively low cost. Silicon additions reduce the piston thermalexpansion due to heat while high strength alloys such as 2618 areintended for aggressive high-power applications. Iron and steel can alsobe used. For the toroidal pneumatic engine, acetal and any otherresilient hard plastics can be used.

Piston rings made of any suitable material can be used to seal theperimeter of the pistons in the toroidal chamber (127, FIG. 5A).

FIG. 12A, FIG. 12B, and FIG. 12C show an alternate embodiment thetoroidal chamber internal combustion engine of the present invention.The internal combustion engine 500 of FIG. 12A is similar to that shownin the exploded view of FIG. 2, but with an additional system, shown atreference numeral 522 in the block diagram of FIG. 13, The system 522alternately stops the cranks (crank assemblies) at a pre-determinedposition and times the ignition of the fuel in the combustioncompartment. Details of the system will be described further below.

As shown in the partial cross-sectional view of FIG. 12A, the internalcombustion engine 500 has a first crank assembly 502 that includes afirst crank 504 and first pistons 506. The internal combustion engine500 also includes a second crank assembly 508 that includes a secondcrank 510 having secured thereto second pistons 512, only one of whichis shown at FIG. 12A. In the present example, the first crank assembly502 and the second crank assembly 508 each have a pair of diametricallyopposed pistons secured thereto.

The internal combustion engine 500 has a housing 516 that houses thefirst crank assembly 502 and the second crank assembly 508. The housing516 includes a first casing 518, a second casing 520. Although not shownat FIG. 12A, the housing 516 can have formed thereon, or securedthereto, pillow blocks similar to pillows blocks 116 a and 116 b in theexemplary embodiment of FIG. 2. The housing 516, the first crankassembly 502, and the second crank assembly 508 define the toroidalchamber of the internal combustion engine 500.

Although not shown at FIG. 12A, the internal combustion engine 500comprises a drive shaft, such as drive shaft 104 shown at FIG. 2, thatis operationally coupled to the first crank assembly 502 and to thesecond crank assembly 508, for example, through driving one-way bearingsand sleeves such as shown at reference numerals 106 a, 106 b, 108 a, and108 b of FIG. 2. As in the example of FIG. 2, the first crank assembly502 and the second crank assembly 508 are operationally coupled to thedrive shaft to turn the drive shaft in a pre-determined direction. Alsoas in the example of FIG. 2, the housing 516 is operationally coupled tothe first crank assembly 502 and to the second crank assembly 508 toprevent the first crank assembly 502 and the second crank assembly 508from turning in a direction opposite the pre-determined direction. Thehousing 516 can be operationally coupled to the first crank assembly 502and to the second crank assembly 508 through backstopping one-waybearings, sleeves, and pillow blocks such as shown reference numerals110 a, 110 b, 108 a, 108 b, 116 a, and 116 b at the example of FIG. 2.

Although not shown at FIG. 12A, each of the first crank assembly 502 andthe second crank assembly 508 can have formed thereon an impact featuresuch as the impact ring 112, and its protrusions 113, shown at FIG. 2.In such an embodiment, the impact ring of one crank assembly impacts theimpact ring of the other crank assembly and transfers momentum thereto.For example, in the case where the second crank assembly 508 is immobile(and comprises an impact ring) and the first crank assembly 502 isrotating (and also comprises an impact ring), the impact ring of thefirst crank assembly 502 will impact the impact ring of the second crankassembly 508 and transfer momentum thereto. After impact, the firstcrank assembly 502 may continue to rotate because, for example,increasing pressure on the backside of one of its pistons due to a freshfuel/air mixture being compressed. This process repeats with the impactring of the second crank assembly 508 impacting the impact ring of thefirst crank assembly 502. The extent of this post-impact rotation of theimpacting crank assembly may vary between crank assemblies and betweensuccessive impacts. This can produce unevenness in the operation of theinternal combustion engine 500 in that the volume of the combustioncompartment, and the amount of torque generated in the combustioncompartment, may vary from impact to impact (i.e., from combustion tocombustion).

To mitigate this effect, the exemplary internal combustion engine 500includes, as stated above, the system 522 shown in the block diagram ofFIG. 13. The system 522 alternately stops the first crank assembly 502and the second crank assembly 508, at a pre-determined position (thatis, with one of the pistons of the first crank assembly or of the secondcrank assembly at a pre-determined position), after impact of the firstcrank assembly 502 with the second crank assembly 508 and after impactof the second crank assembly 508 with the first crank assembly 502respectively. The system 522 can also be used as a timing means to timethe generation of an ignition signal to ignite fuel present in thecombustion compartment of the toroidal cylinder (chamber).

With reference to FIG. 12A, the system 522 can include a pair ofinterference structures, such as interference structures 514, which canbe protrusions of any suitable shape, formed on each of the first crankassembly 502 and the second crank assembly 508. The interferencesstructures 514 rotate as do their respective crank assemblies. Thesystem 522 can also includes a pair of mechanical assemblies 523, eachsecured to the housing 516 through any suitable means such as, forexample, fasteners. Each mechanical assembly 523 is adjacent arespective crank assembly and includes a member, for example a rollerassembly 524, that interferes with a respective interference structure514 formed on its respective crank assembly, as the respective crankassembly continues to rotate after having impacted the other crankassembly. An example of such a mechanical assembly is described below.

As the second crank assembly 508 rotates and impacts the first crankassembly 502, the first crank assembly 502 will accelerate and startturning as the second crank assembly 508 decelerates, but neverthelesscontinues to rotate. As the second crank assembly 508 continues torotate, its respective roller assembly 524 will interfere with aprotrusion (interference structure 514) formed on the second crankassembly 508 and temporarily stop, at the pre-determined position, thesecond crank assembly 508 from turning. The shown piston 512 of thetemporarily stopped second crank assembly 508 of FIG. 12A acts as theback piston of the combustion chamber of the toroidal internalcombustion engine and will be stopped, substantially at the sameposition (the pre-determined position), subsequent every second time thefirst crank assembly 508 impacts the second crank assembly 502 (thisoccurs every second time the second crank assembly 508 impact the firstcrank assembly 502 because each crank assembly has two pistons securedthereto).

For greater certainty, as used herein, expressions such “the first crankassembly impacting the second crank assembly” is to be understood asmeaning that the first crank assembly is rotating and that it hits(impacts) the second crank assembly which is substantially immobile atthe time of impact.

The position of the roller assemblies 524 with respect to theinterferences structures 514, and of the interference structures 514with respect to their respective pistons, are chosen such that eachcrank assembly will be stopped, at the pre-determined position, everytime one of its pistons is to function as the back piston of thecombustion compartment.

FIG. 12B shows a detailed view of feature A of FIG. 12A. FIG. 12C showsa detailed view of feature B of FIG. 12A. FIG. 14A shows a perspectiveview of an exemplary ring 600 that can be secured to the first crankassembly 502. The ring 600 includes the protrusion 514. FIG. 14B shows atop view of the ring 600. FIG. 14C shows a front view of the ring 600.As will be understood by the skilled worker, the protrusions 514 can beformed directly on the first and second crank assemblies, instead of onthe rings 600 (which have to be secured to the first and second crankassemblies) without departing from the scope of the present invention.

FIG. 15A shows a variation of the internal combustion engine 500 of FIG.12A. In the example of FIG. 15A, each of the first crank assembly 502and the second crank assembly 508 has formed thereon a pair ofinterference structures that can include a land 528 with a recess 530 ofany suitable shape. FIG. 15B shows a detailed view of feature C of FIG.15A. FIG. 15C shows a detailed view of feature D of FIG. 15A. FIG. 15Dis a perspective view of an exemplary ring 602 that can be secured tothe first crank assembly 502. The ring 602 includes a land 528 and arecess 530. The roller of the roller assembly 524 rolls over the land528 and engages the recess 530 to stop the first crank assembly at thepre-determined position. As will be understood by the skilled worker,the recesses 530 can be formed directly on the first and second crankassemblies, instead of on the rings 602 (which have to be secured to thefirst and second crank assemblies) without departing from the scope ofthe present invention.

The exemplary embodiments shown at FIGS. 12A-12C, 14A-14C, and 15A-15Dall have roller assemblies that interfere with a protrusion or a recessformed on the crank assemblies. However, alternatives embodiments thathave a structure formed/secured to the housing and can interfere with astructure formed on a crank assembly to temporarily stop the crankassembly to generate an ignition signal are also within the scope of thepresent invention.

FIG. 16 shows a cross-sectional view the exemplary mechanical assembly523 of the system 522 of the example of FIG. 12A. The mechanicalassembly 523 includes a housing 798 and rod 800 to which is secured aroller assembly 524. A rod guide 801 guides the rod 800 as the rollerassembly 802 moves in and out of interference with the interferencestructures of a cranks assembly. A screw 803 is screwed into the rod.The screw passes through a channel 804 defined in the housing 798. Thechannel 804 allows the rod and its roller assembly to slide back andforth as the roller assembly 524 moves in and out of interference withthe interference structures of a cranks assembly. The rod 800 and itsroller assembly 524 are biased by a spring 804 disposed between the rodguide 801 and a washer 806 which interferes with the screw 803. Thetension is the spring 804 is adjustable through a set screw 799. As willbe described below, a switching device can be coupled to the rod/rollerassembly such that the rod/roller assembly actuate the switch every timethe roller assembly interferes with an interference structure formed onthe respective crank assembly.

Alternatives to the mechanical assembly 523, its roller assembly 524,and interference structures formed on the crank assemblies are alsowithin the scope of the present invention. For example, a pair of rollerassemblies formed on crank and designed to interfere with a fixedinterference structure formed on the housing is within the scope of thepresent invention.

As will be understood by the skilled worker, roller assemblies such asthe roller assembly 524 also constitute interference structures.Generally, any suitable interference structure formed on a crank thatcan interfere with a complementary interference structure formed on thehousing to stop the crank at a pre-determined position and generate anelectrical signal to energize an ignition unit is within the scope ofthe present invention.

In some embodiments, one of the interference structures has stiffnessand damping properties in two directions (i.e., one parallel with theaxis of the drive shaft, and the other perpendicular to the axis of thedrive shaft). An example of such a structure is the mechanical assembly523 and its roller assembly 524. In some embodiments, one of theinterference structures will have a predetermined deflection path, whichcan be defined by a mechanical linkage and/or the deformation of a solidstructure. The deflection of the interference structure allows the crankto pass at the desired time by providing clearance between the twointerference structures when a sufficient force is applied by the crank(from impact).

Our current roller fits into this general description as the stiffnessand damping in line with the drive shaft is the spring and friction inthe mechanical assembly, and the stiffness and damping perpendicular tothe drive shaft is in the deformable material of the roller. The angleof the stiffness and damping can be changed by changing the angle thatthe roller assembly is mounted on the pillow block.

FIG. 17 shows a block diagram view of an example of the system 522. Thesystem 522 includes a mechanical assembly 523-1 connected to a switch550-1, both of which operationally connected to the first crank assembly502. The system also includes a mechanical assembly 523-2 connected to aswitch 550-2, both of which are operationally connected to the secondcrank assembly 508. The switches 550-1 and 550-2 are electricallyconnected to an electrical circuit 552. The electrical circuit 552 iselectrically connected to a solenoid valve 554 that controls the intakeof fuel in the internal combustion engine. The solenoid valve if to openand close the intake 140 shown at FIG. 5C. The electrical circuit 552 isalso electrically connected to the spark unit 130.

The mechanical assemblies 523-1 and 523-2 of the present examples can bethe same as the mechanical assembly 523 described above. Upon the rollerassembly 524 of the mechanical assembly 523-1 interfering with aninterference structure formed on the first crank assembly (e.g.interference structure 514 of FIG. 12A), the roller assembly and its rod800 and roller assembly 524 will be pushed and will actuate the switch550-1. The actuation of the switch signals the electrical circuit 552 toopen the solenoid valve 554 to provide a fuel/air mixture to theinternal combustion engine. The actuation of the switch 550-1 alsosignals the electrical circuit 552 to ignite the spark unit 130. Thedisposition of the switch 550-1 relative to the roller mechanism (itsrod 800) can be adjusted in accordance to a pre-determined time delayrequired to ignite the spark unit 130 that optimizes the performance ofthe internal combustion engine. Additionally, or alternatively, theelectrical circuit may contain elements to enable the adjustment of thetime delay.

Upon the roller assembly 524 of the mechanical assembly 523-2interfering with an interference structure formed on the second crankassembly (e.g. interference structure 514 of FIG. 12A), the rollerassembly 524 and its rod 800 will be pushed and will actuate the switch550-2. The actuation of the switch signals the electrical circuit 552 toopen the solenoid valve 554 to provide a fuel/air mixture to theinternal combustion engine. The actuation of the switch 550-2 alsosignals the electrical circuit 552 to ignite the spark unit 130. Thedisposition of the switch 550-2 relative to the roller mechanism (itsrod 800) can be adjusted in accordance to a pre-determined time delayrequired to ignite the spark unit 130 that optimizes the performance ofthe internal combustion engine.

FIG. 18 shows an exemplary embodiment of the electrical circuit 552. Theelectrical circuit 552 has an input module 700 connected to switches550-1 and 550-2 and to a drive shaft speed input 702. The input module700 is connected to a processor 702, which is in turn connected to acontroller module 704. In accordance with the inputs received at theinput module, the controller module 704 can control when the solenoidvalve 554 is to be open and for what time interval it is to remain open.The controller module also controls parameters of the spark unit 130such as, for example, the time at which it is energized subsequent aroller assembly interfering with an interference structure and/or withrespect to the time at which the solenoid valve 554 was opened orclosed. As will be understood by the skilled worker, additional inputsto the input module, such as, for example, a throttle position, are alsowithin the scope of the present invention.

As will be understood by the skilled worker, another aspect of thepresent invention is that a plurality of toroidal internal combustionengines of the present invention can be disposed in series to providetorque to a same drive shaft. The design of the toroidal internalcombustion engine of the present invention has a small number of movingparts, including two crank/pistons/sleeve assemblies, one drive shaft,and a series of bearing assemblies. Conventional internal combustionengines have a large number of moving parts. By using the toroidalinternal combustion engine of the present invention in, for example,hybrid technology, the total number of moving parts would besignificantly decreased.

Hybrid vehicle technology typically involves the combination of aninternal combustion engine coupled with a battery powered electricmotor. Due to constant torque, the toroidal internal combustion engineof the present invention has a higher mechanical efficiency compared toan internal combustion engine, and allows for a smaller size engine thatoutputs the same amount of power.

As will be appreciated by the skilled worker, the system disclosed abovein relation to alternately stopping crank assemblies at a pre-determinedposition and in relation to timing ignition of the toroidal chamberengine to the embodiments is also applicable to toroid engine other thanthose described herein. For example, toroidal engine with pistons thatare coupled to a drive shaft through complex arrangements of gears andlinkages could also use the above-described system.

In the preceding description, for purposes of explanation, numerousdetails are set forth in order to provide a thorough understanding ofthe embodiments of the invention. However, it will be apparent to oneskilled in the art that these specific details are not required in orderto practice the invention. In other instances, well-known electricalstructures and circuits are shown in block diagram form in order not toobscure the invention. For example, specific details are not provided asto whether the embodiments of the invention described herein areimplemented as a software routine, hardware circuit, firmware, or acombination thereof.

The above-described embodiments of the invention are intended to beexamples only. Alterations, modifications and variations can be effectedto the particular embodiments by those of skill in the art withoutdeparting from the scope of the invention, which is defined solely bythe claims appended hereto.

1. A toroidal internal combustion engine comprising: a first crankassembly having first pistons secured thereto, the first crank assemblyfurther having formed thereon a first interference structure; a secondcrank assembly having second pistons secured thereto, the second crankassembly having formed thereon a second interference structure; ahousing to house the first crank assembly and the second crank assembly,the toroidal chamber being defined by the housing, the first crankassembly and the second crank assembly, each of the first pistons beinginterposed between a pair of second pistons to define variable volumecompartments in the toroidal chamber, one of the variable volumecompartments being a combustion compartment; a drive shaft, the firstcrank assembly and the second crank assembly being operationally coupledto the drive shaft to alternately turn the drive shaft in apre-determined direction, the housing being operationally coupled to thefirst crank assembly and to the second crank assembly to prevent thefirst crank assembly and the second crank assembly from rotating in adirection opposite the pre-determined direction; and a system toalternately stop a rotation of the first crank assembly upon one of thefirst pistons being in a pre-determined position and a rotation of thesecond crank assembly upon one of the second pistons being in thepre-determined position, the system having a first member and a secondmember to interfere respectively with the first interference structureand the second interference structure, the first member to temporarilystop the first crank assembly in the pre-determined position upon thefirst member interfering with the first interference structure, thesecond member to temporarily stop the second crank assembly in thepre-determined position upon the second member interfering with thesecond interference structure, the system further having an electricalcircuit operationally connected to the first member and to the secondmember, the electrical circuit to generate an ignition signal to ignitea fuel mixture present in the combustion compartment in accordance withone of an interference of the first member with the first interferencestructure and an interference of the second member with the secondinterference structure respectively.
 2. The engine of claim 1 whereinthe first crank assembly and the second crank assembly each define acircular bore, the drive shaft extending through each of the circularbores.
 3. The engine of claim 2 wherein the first crank assembly and thesecond crank assembly are operationally coupled to the drive shaftthrough a respective bearing assembly, the bearing assembly having adriving one-way bearing, the driving one-way bearing having rollers indirect physical contact with the drive shaft.
 4. The engine of claim 3wherein the bearing assembly includes a sleeve fixedly secured to itsrespective shaft assembly, the sleeve having an inner perimeter and anouter perimeter, the driving one-way bearing having an outer racestructure fixedly secured to the inner perimeter of the sleeve.
 5. Theengine of claim 4 wherein the housing is operationally coupled to thefirst crank assembly and to the second crank assembly through theirbearing assembly, each bearing assembly further including a backstoppingone-way bearing, the backstopping one-way bearing having rollers indirect contact with the outer perimeter of the sleeve, the backstoppingone-way bearing having an outer race structure fixedly secured to thehousing.
 6. The engine of claim 5 wherein the backstopping one-waybearing overlaps, at least partially, the driving one-way bearing. 7.The engine of claim 5 wherein the driving one-way bearing is a firstone-way bearing, the bearing assembly further having a second drivingone-way bearing, the second driving one-way bearing having rollers indirect contact with the drive shaft, the second driving one-way bearinghaving an outer race structure fixedly secured to the inner perimeter ofthe sleeve, the second driving one-way bearing being overlapped, atleast partially, by its respective crank assembly.
 8. The engine ofclaim 7 wherein the first driving one-way bearing and the second drivingone-way bearing have a combined driving one-way bearing torque capacity,the backstopping one-way bearing having a backstopping one-way bearingtorque capacity substantially equal to the combined driving one-waybearing torque capacity.
 9. The engine of claim 1 wherein the firstinterference structure includes a first protrusion and the secondinterference structure includes a second protrusion, the firstprotrusion to interfere with the first member and the second protrusionto interfere with the second member respectively.
 10. The engine ofclaim 1 wherein the first interference structure includes a first recessand the second interference structure includes a second recess, thefirst recess to interfere with the first member and the second recess tointerfere with the second member respectively.
 11. The engine of claim 1wherein the first member and the second member include a first rollermechanism and a second roller mechanism respectively, the first rollermechanism and the second roller mechanism to interfere with the firstinterference structure and the second interference structurerespectively.
 12. The engine of claim 11 wherein the first rollermechanism and the second roller mechanism are respectively mounted on afirst rod biased to push the first roller mechanism against the firststructure and on a second rod biased to push the second roller mechanismagainst the first structure.
 13. The engine of claim 1 wherein the firstmember and the second member include a respective resilient bar.
 14. Theengine of claim 1 further comprising a first switch, a second switch,and an ignition unit, the electrical circuit, the ignition unit beingoperationally connected to the electrical circuit and to the combustioncompartment, the first switch and the second switch to be actuatedrespectively by the first member and the second member in accordancewith the first member and the second member interfering with the firstinterference structure and the second interference structurerespectively, an actuation of the first switch or of the second switchcausing the electrical circuit to generate the ignition signal to ignitethe ignition unit.
 15. The engine of claim 14 wherein the ignition unitis a spark plug.
 16. An engine comprising: a toroidal chamber; an energysupply connected to the toroidal chamber; a drive shaft; a first crankassembly having first pair of pistons and a first interferencestructure; a second crank assembly having a second pair of pistons and asecond interference structure, the first crank assembly and the secondcrank assembly being arranged about the drive shaft, the first pair ofpistons and the second pair of pistons being interposed between eachother to form variable volume compartments, the first crank assembly andthe second crank assembly being rotatable substantially only in a singlerotation direction; first coupling means for transmitting torque fromthe first crank assembly directly to the drive shaft, to rotate thedrive shaft in the rotation direction; first backstopping means toimmobilize the second crank assembly, with respect to the casing, whenthe first coupling means transmits torque from the first crank assemblyto the drive shaft; second coupling means for transmitting torque fromthe second crank assembly directly to the drive shaft to rotate thedrive shaft in the rotation direction; second backstopping means toimmobilize the first crank assembly, with respect to the casing, whenthe second coupling means transmits torque from the second crankassembly to the drive shaft; and a system to alternately stop a rotationof the first crank assembly upon the first pistons being in apre-determined position and a rotation of the second crank assembly uponthe second pistons being in the pre-determined position, the systemhaving a first member and a second member to interfere respectively withthe first interference structure and the second interference structure,the first member to temporarily stop the first crank assembly at thepre-determined position upon the first member interfering with the firstinterference structure, the second member to temporarily stop the secondcrank assembly at the pre-determined position upon the second memberinterfering with the second interference structure, the system furtherhaving an electrical circuit operationally coupled to the first memberand to the second member, the electrical system to generate an actuationsignal to actuate a delivery of energy from the energy supply to onevariable volume compartment in accordance with one of an interference ofthe first member with the first interference structure and aninterference of the second member with the second interference structurerespectively.
 17. The engine of claim 16 wherein the energy source is acompressed gas source.
 18. The engine of claim 16 wherein the energysource is a combustible fuel source.